Abstract: When reproduction of a filter is required, and a filter temperature is within a first temperature range, an ECU executes a control process including the steps of executing a successive motoring control, determining an intermittent motoring period, an intermittent stopping period, and an intermittence number when the filter temperature is within a second temperature range, and executing an intermittent motoring control.

Abstract: A vehicle and a method of controlling a powertrain are provided. The vehicle may include a controller programmed to operate a powertrain in a hybrid mode. The controller may be further programmed to, responsive to a request to operate the powertrain in electric mode, transition powertrain operation from the hybrid mode to the electric mode without shifting gears until a change in accelerator pedal position exceeds a threshold following the transition.

Abstract: The present disclosure discloses a shifting control method for a hybrid vehicle. The shifting control method includes: detecting operating parameters of the hybrid vehicle, where the operating parameters of the hybrid vehicle includes vehicle speed, vehicle acceleration as reflected from an accelerator-pedal signal and a current gear of the hybrid vehicle; determining a work mode of the hybrid vehicle; performing speed adjustment and shifting control to the first motor-generator according to a work mode and the operating parameters of the hybrid vehicle to implement shifting control of the hybrid vehicle, where the work mode includes an electric-vehicle mode and a hybrid-electric-vehicle mode. The method considers performing speed adjustment and shifting control under various working conditions. This improves smoothness and comfort of the vehicle and enlarges the use scope. The present disclosure further discloses a power transmission system of a hybrid vehicle and a hybrid vehicle.

Abstract: A hybrid vehicle includes: an engine; a first motor; an output member; a differential mechanism, the engine, the first motor, and the output member being coupled via the differential mechanism; a second motor configured to apply torque to the output member; and an engagement mechanism configured to stop rotation of an output shaft of the engine or rotation of a specified rotational member that is coupled to the output shaft of the engine. An electronic control unit is configured to (i) engage the engagement mechanism when the hybrid vehicle travels reversely by drive power of the second motor or drive power of the first motor and the second motor, and (ii) disengage the engagement mechanism when the hybrid vehicle travels forward by the drive power of the second motor or the drive power of the first motor and the second motor.

Abstract: A disclosed control apparatus used for a host vehicle includes a radar apparatus, a control execution part configured to perform a predetermined control to reduce a probability of a collision between the object and the host vehicle based on information about the object from the radar apparatus; and a prevention part configured to prevent the predetermined control related to a first object when the radar apparatus simultaneously detects the first object and a second object at different distances and a difference between a lateral position of the first object and the lateral position of the second object is smaller than a predetermined value, the first object being closer to the host vehicle than the second object, the lateral position being determined in a lateral direction with respect to a traveling direction of the host vehicle.

Abstract: A method performed by an evasive maneuver system for providing a driver behavior adapted evasive maneuver to a vehicle at risk of an impending or probable collision. The evasive maneuver system detects a driving environment, determines that the vehicle is at risk of colliding with an obstacle, determines a drivable zone considered safe driving for the vehicle, detects a driver initiated collision avoidance maneuver, and intervenes in control of the vehicle, such that the vehicle is maintained within the drivable zone.

Abstract: A parking-lot-leaving support apparatus, to execute parking-lot-leaving support to support a vehicle leaving a parking lot, based on a positional relationship between the vehicle and an obstacle in a back-and-forth direction of the vehicle, includes a determination unit configured to determine whether an obstacle exists in a side direction of the vehicle, based on a detection result of a detection unit that detects an obstacle in the side direction of the vehicle; and an inhibition unit configured to, when the determination unit has determined that the obstacle exists in the side direction of the vehicle, inhibit the parking-lot-leaving support in a direction that coincides with the side direction.

Abstract: A vehicle speed control apparatus generate a speed command value to control a vehicle speed according to a detected treading amount of an accelerator pedal, determines an upper-limit speed of the vehicle according to a speed limit of a road, generates a limit command value to control the vehicle speed to be the upper-limit speed, and adjusts the vehicle speed according to one of the speed command value and the limit command value to cause the lower vehicle speed. If the upper-limit speed is updated due to a change in the speed limit of the road while the vehicle speed is being adjusted according to the limit command value, a rate of change of the vehicle speed is limited continuously until a predetermined timing.

Abstract: A vehicle speed limiting apparatus includes an opening detection unit to detect an opening of an accelerator pedal of the vehicle; an estimation unit to estimate whether the vehicle starts a lane change; and an ECU to implement an upper-limit setting unit to set an upper-limit speed of the vehicle, a vehicle speed control unit to control the traveling speed so as not to exceed the upper-limit speed even when the opening of the accelerator pedal becomes great enough to make the traveling speed exceed the upper-limit speed, and a permissible speed setting unit to set a permissible speed higher than the upper-limit speed. When the estimation unit estimates that the vehicle starts the lane change, the vehicle speed control unit permits the traveling speed to exceed the upper-limit speed, and controls the traveling speed so as not to exceed the permissible speed.

Abstract: A traveling control apparatus includes a generation section generating traveling paths from a history of positions of vehicles present ahead of an own vehicle, a first control section defining one vehicle, which runs in a driving lane of the own vehicle, as a target, and making a lateral position of the own vehicle follow a lateral position which is a position of the target in a width direction of the own vehicle, a determination section determining, when follow-up control is performed, whether or not, in the driving lane, one of the vehicles cuts in a space between the own vehicle and the target, and a first selection section selecting, when cutting in is determined to occur, the current target or the cut-in vehicle as the target, based on a result of comparison between the lateral positions on the traveling paths respectively generated for the current target and the cut-in vehicle.

Abstract: A vehicle control system configured to adjust a vehicle behavior to the behavior expected by the driver in autonomous mode is provided. The vehicle control system determines target values of the driving force, the braking force, and the steering angle based on manual operations of an accelerator, a brake and the steering device in the autonomous mode. A controller corrects a control parameter including a vehicle speed, a distance from a forerunning vehicle, an acceleration and a travelling locus based on the manual operation executed in the autonomous mode.

Abstract: A driving mode system for a motor vehicle includes a controller configured to transition from a first driving mode to a second driving mode by transitioning from the first driving mode to an intermediate driving mode and from the intermediate driving mode to the second driving mode. The controller is further configured to calculate the intermediate driving mode based on values for both the first driving mode and the second driving mode and control the motor vehicle according to the second driving mode. Methods of controlling a driving mode of a motor vehicle and vehicles including a driving mode system are further contemplated.

Abstract: A controller-implemented method of controlling a machine having a rotor coupled to an engine through a variable transmission is provided. The controller-implemented method may include receiving a desired rotor speed, determining an engine load of the engine, adjusting an engine speed of the engine based on the engine load and one or more predefined efficiency points, and adjusting a gear ratio of the variable transmission based on the engine speed and the desired rotor speed.

Abstract: There is provided with an automatic transmission (2) having a clutch (32) and a brake device (6) which holds a brake force during a stop of an engine (1). There is provided with an engine control section (11) which performs an automatic stop of the engine and a re-start of the engine and a release control section (14) which releases a holding of the brake force during the re-start of the engine. The release control section (14) releases the holding of the brake force when an engagement state of the clutch (32) is a predetermined state in case where an accelerator off state occurs until the engagement state of the clutch (32) becomes the predetermined state and releases the holding of the brake force when the engagement state of the clutch (32) is an engagement state weaker than the predetermined state, during a re-start of the engine (1).

Abstract: A lane merging determination apparatus is provided which includes a first generation section that generates a first path, which is a prospective traveling path of an own vehicle, a second generation section that generates a second path corresponding to a traveling path of an adjacent vehicle, which is one of vehicles present ahead of the own vehicle and runs in a lane adjacent to a driving lane of the own vehicle, based on a history of positions of the vehicles, an intersection determination section that determines whether or not the first path and the second path intersect with each other; and a merging determination section that determines that the lanes merge with each other in front of the own vehicle, if the intersection determination section determines that the first path and the second path intersect with each other.

Abstract: Systems and methods for improving shifting of a manual transmission coupled to an engine are presented. In one example, a load provided to the engine is increased in response to a transmission gear upshift so that engine speed may be quickly decreased to synchronize with transmission input speed, thereby allowing quicker manual transmission gear shifts.

Abstract: Control device for continuously variable transmission has continuously variable transmission mechanism (CVT) transmitting power with belt (7) wound around primary and secondary pulley (5, 6); torque convertor (2) having pump impeller (20), turbine runner (21) and lock-up clutch (2a); and control unit (10) controlling lock-up clutch (2a) to predetermined engagement state and controlling the CVT to predetermined transmission ratio, according to travelling condition.

Abstract: A system configured to administer an impairment evaluation when a driver has been identified as attending an impairment event is provided. The system includes a driver profile unit configured to determine a sober driver profile. A sensor unit detects the location and operation of the motor vehicle after a motor vehicle stop. An impairment event unit receives the information regarding the operation of the vehicle from the sensor unit and compares the operation of the vehicle with the sober driver profile after the motor vehicle stop. The drinking unit identifying the motor vehicle stop as an impairment event when the operation of the vehicle deviates from the sober driver profile a predetermined amount. A challenge is administered to the driver after the impairment event so as to determine if the driver is impaired. The vehicle is rendered inoperable when the driver fails the challenge.

Abstract: Provided is a vehicle state estimation device (10) having a calculation unit (28) that calculates state quantities of at least a sprung of a vehicle based on wheel speeds of front left and right wheels and rear left and right wheels detected by detection devices. The calculation unit (28) calculates in-phase and reverse phase components of wheel speeds of left and right wheels for the front and rear wheels and calculates a pitch angular speed and a yaw angular speed of the sprung based on the in-phase and reverse phase components of the wheel speeds, respectively. The calculation unit (28) calculates in-phase and reverse phase components of vertical strokes of left and right suspensions for the front and rear wheels and calculates a vertical speed and a roll angular speed of the sprung based on the in-phase and reverse phase components of vertical strokes of the suspensions, respectively.

Abstract: A vehicle comprises: a control device mounted to a vehicle body; an additional device removably mountable to the vehicle body; and an existing device mounted to the vehicle body and electrically connected to the control device, the existing device being different from the additional device, wherein the control device includes: an additional control section which performs a control to realize an additional function obtained by use of the additional device, when the control device determines that the additional device is connected to the control device; and a change control section which performs a control in such a manner that an existing function obtained by use of the existing device is changeable from the existing function in a state in which the additional device is not connected to the control device, when the control device determines that the additional device is connected to the control device.

Abstract: An electrical infrastructure system and method of use of the system for a vehicle. There are several electronic control units (ECU) for one or several functional units (30n) for the vehicle. The ECUs are connected through a network (32). The infrastructure system is configured to implement a state map including various operational states Sn that the vehicle can adopt. These operational states are connected by one or several transitions Tn, where the transition from one operational state to another depends on predetermined transition conditions being satisfied. The infrastructure system is configured to receive one or several input signals (34) to at least one ECU, comprising parameter values that represent events. The at least one ECU is configured to analyze the input signals with the aid of the transition conditions, to determine an operational state, and to make the operational state that has been determined available on the network (32).

Abstract: A method for monitoring a motor vehicle on the basis of one or more comparison values of a variable relating to a motion of the motor vehicle which have respectively been ascertained with different, motor-vehicle-external capture devices, a functionality in the context of ascertaining the variable with motor-vehicle-internal capture device, and/or a functionality of a drive control system of the motor vehicle, being assessed on the basis of the comparison values.

Abstract: A driver advice system for a vehicle having at least one vehicle subsystem comprises a selector for receiving at least one driving condition indicator for the vehicle and for selecting, from a plurality of settings, a preferred setting for the at least one vehicle subsystem in response to the at least one driving condition indicator. The driver advice system includes an indication device for providing to the driver an indication of the preferred setting for one or more of the vehicle subsystems.

Abstract: A system or method of increasing driver awareness in a first vehicle includes establishing a connection, by a vehicle controller of the first vehicle, between the first vehicle and at least one of a second vehicle and a central server, and adjusting an operational frequency of a visual system of the first vehicle in response to determining that the first vehicle may encounter a potential hazard from information provided by the connection.

Abstract: A communication system and method receive, at an energy management system disposed onboard a vehicle system formed from a lead vehicle and one or more remote vehicles, trip data that represents one or more characteristics of an upcoming trip of the vehicle system along a route. A selected portion of the trip data is communicated from the energy management system to a distributed power system also disposed onboard the vehicle system. The selected portion includes identifying information and one or more orientations of the one or more remote vehicles. Using the distributed power system, communication links between the lead vehicle and the one or more remote vehicles are established using the identifying information and the one or more orientations.

Abstract: A coupler having a support provided through the body of the coupler and a plurality of openings in the coupler which are configured as open cavities. The coupler structure includes a shank that has a vertical support as well as lateral support. The coupler may be configured with a double I-beam structure with openings into the shank. Cores that may be fixed to the mold may be used to form the coupler and produce the openings in the shank.

Abstract: An improved coupler knuckle with an improved interior configuration for handling forces imparted on the knuckle and transferring said imparted forces through the knuckle and improving handling of linear force loads and their transmission the interior having a force handling structure that includes spaced apart layers and cavities, with a cavity extending between the nose section and the tail section of the coupler knuckle.

Abstract: A railway wheel includes: a wheel including a plate portion; and a brake disc including a circular plate portion whose front face side is a sliding surface, and a plurality of fin portions which are radially projected on a back face of the circular plate portion, wherein two of the brake discs are fastened in a region within the sliding surface. Regarding an area of a section crossing a space between the brake disc and the wheel along a circumferential direction, a minimum section portion in which the sectional area is minimum is present in a region formed by an outer peripheral surface of the circular plate portion and an inner peripheral surface of the rim portion, and the outer peripheral surface of the circular plate portion follows the inner peripheral surface of the rim portion in a region extending to the outer side from the minimum section portion.

Abstract: A communication device operating as a hub in a train network system that includes a plurality of hubs installed in train vehicles, each of the plurality of hubs belonging to both a trunk network in which a signal transmission range is not limited and a branch network in which a signal transmission range is limited, and adding, to a signal to be transmitted to a hub belonging to the same branch network as it does, network type information indicating whether the signal is a trunk network signal or a branch network signal. The communication device transmitting branch network information including at least identification information on a branch network to which it belongs at a predetermined timing, and based on branch network information received from an adjacent communication device, determining whether or not to add the network type information to a signal to be transmitted to the adjacent communication device.

Abstract: A train control unit may comprise a probe attached to a first rail of a track way, and a sensor device attached to a second rail of the track way configured to determine the position of the probe, whereby the position of the first rail relative to the second rail may be determined. The train control unit is preferably independent of equipment controlling the position of the first and second rails. Some embodiments of the train control unit may be employed as a track monitor, a switch monitor and/or a wayside monitor.

Abstract: Systems and methods for synchronizing two or more vehicles operating on an electric transportation line to optimize energy consumption. A controller is provided having a computer memory component storing a set of computer-executable instructions, a list of braking intervals, and a list of acceleration intervals for the vehicles. The controller also has a processing component configured to execute the set of computer-executable instructions to operate on the list of braking intervals and the list of acceleration intervals to minimize an energy consumption of the electric transportation line over a determined period of time by shifting acceleration intervals to synchronize with braking intervals. A dedicated heuristic greedy algorithm and an energy model are implemented in the controller as part of the computer-executable instructions to achieve the improved energy consumption.

Abstract: A cart enabling a single person to pull a livestock chute across the ground. The cart includes an elongated bar having a handle and wheels provided at opposing ends. A crossbar pivotally mounted on the bar includes first and second arms configured to engage handles on a lower front end of the chute. The first and second arms are insertable into the chute handles. When the elongated bar is moved to an erected position, a force is applied to a footrest on the bar. The arms lift the front end of the chute off the ground and the cart's wheels move under the front end of the chute.

Abstract: A shopping assembly includes a shopping cart and a support shelf. The shopping cart includes a basket and a handle. The basket includes a rear wall having a top end, and the handle is spaced from the top end of the rear wall defining a space between the handle and the top end of the rear wall. The support shelf includes a cuff and a platform. The cuff is wrapped at least partially around the handle of the shopping cart to couple the support shelf to the shopping cart. The platform is positioned below and extends forwardly relative to the cuff toward the rear wall of the shopping cart. The platform has a top surface and a bottom surface opposite the top surface and rigidly extends between a front edge and a rear edge thereof. The cuff is positioned on a rear side of the rear edge of the platform.

Abstract: An accessory tray is connected to, or extends integrally from, a shopping cart handle and extends a limited distance forward from the handle. The tray extends forward above, but not significantly interfering with, the child-seat area of the cart. Preferably, the forward extremity is not directly connected or attached to the cart, but rather the tray is cantilevered from its rear end/edge fixed to/at the handle and extends otherwise unconnected forward from the handle. A forward tray portion may rest on, or be close to, an upper portion/end of the cart rear wall. The preferred tray is substantially planar, featuring a single, flat platform with an upending rim, wherein no part extends above said top level of the handle. The tray remains in place for nesting of multiple carts, and is received in a space between nested portions of the cart to which it is connected.

Abstract: A shopping cart wheel includes a braking apparatus, clutch mechanism and electronics that control the braking apparatus in response to wireless signals. The wireless signals include low frequency electromagnetic signals within a low frequency band and high frequency signals within a high frequency band.

Abstract: A stroller is provided with the ability to removably couple and decouple a seat from the stroller as needed. The stroller can include a stroller frame. The stroller can also include one or more front wheels attached to the stroller frame and one or more rear wheels attached to the stroller frame. The stroller can also include a first seat couple to the stroller frame. The stroller can include first and second seat attachment housings. Each of the seat attachment housings can include a cavity for receiving a corresponding one of the first and second seat attachment adapters. Each of the seat attachment housings can also include a door or cover to prevent access to the respective cavity when not in use. The seat attachment adapters can be coupled to the respective seat attachment housings and a second seat can be coupled to the seat attachment adapters.

Abstract: The snow surface skimmer is provided with: a skimmer body; a steering handle, which extends upward at a slant from the skimmer body; a seat installed on a region of the skimmer body that is behind the steering handle; and a skimming board. The skimming board is detachably attached to the bottom surface of the skimmer body by a skimmer attachment mechanism so that the attachment position in the front-back direction is adjustable. A skimming board suited to the skimming person's body type, build, etc. can be attached to the skimmer body at the appropriate position in the front-back direction.

Abstract: The present disclosure relates to a power steering apparatus of a vehicle that includes: a rack housing configured to surround a rack bar and having an opening portion formed at one side thereof through which a steering shaft passes; a torque sensor cover that has a torque sensor therein and has a communicating hole formed therein through which the steering shaft passes and a first penetration portion having a first through-hole formed therein through which the fastening member passes; and a cover connecting member that has an insertion portion and a second penetration portion in order to connect the rack housing and the torque sensor cover, the insertion portion having an insertion hole formed therein where the opening portion is inserted and coupled and the second penetration portion having a second through-hole that is formed therein to correspond to the fastening hole and through which the fastening member passes.

Abstract: A method for characterizing a stiction condition in a manual steering gear includes transmitting a steering input control signal to a rotary actuator, and rotating a steering shaft with constant acceleration, via the rotary actuator, in response to the steering input control signal. A steering output torque is determined while rotating the steering shaft with the constant acceleration, receiving the steering output torque via the controller, and executing a control action when a rate of the received steering output torque exceeds a threshold rate indicative of the stiction condition. A system includes a rotary actuator, a manual steering gear having a steering shaft connected to the rotary actuator, a torque transducer for measuring a steering output torque imparted to the steering shaft by the actuator, and a controller programmed as set forth above.

Abstract: In a steering assist device, a lane keep assist current value calculation unit calculates, based on a lateral deviation and a lateral deviation change rate, a lane keep assist current value that makes the lateral deviation and the lateral deviation change rate closer to zero. When the steering direction represented by the sign of control steering torque is the same as the steered direction represented by the sign of the fourth lane keep assist current value, a switch unit selects zero received at its second input terminal and outputs zero as a final lane keep assist current value.

Abstract: A sensor device including a first output circuit generating and outputting a first output signal that is generated as a signal sequence from a first main signal based on a detection value of a first main sensor element to a first sub signal based on a detection value of a first sub sensor element, a second output circuit generating and outputting a second output signal that is generated as a signal sequence from a second main signal based on a detection value of a second main sensor element to a second sub signal based on a detection value of a second sub sensor element, and an abnormality determiner determining abnormality of the device based on the first output signal and the second output signal.

Abstract: A sensor device includes a sensor section having a plurality of sensor elements sensing a physical quantity regarding a magnetic flux collecting module, an output circuit generating and outputting an output signal including data signals respectively corresponding to sensing values from the sensor elements, and an ECU obtaining the output signal. The ECU includes an abnormality determiner identifying an abnormal sensor element. When at least two of the plurality of sensor sections respectively have at least one normal sensor element, a sub-sensor section transmits the output signal therefrom to the ECU at a shifted output timing from an output timing of the output signal from a main sensor section. The amount of such a shift of the output timing is shorter than one signal cycle of the output signal.

Abstract: A worm reduction gear satisfies following relational Formula (1) and Formula (2): 3?D2/D1?1.7??(1) 0.1°?????0.5°??(2) where D1 is an outside diameter of a worm, D2 is an outside diameter of a hob for cutting a worm wheel to form tooth spaces, and ? is a pressure angle of the worm wheel and ? is a pressure angle of the worm at an intermeshing pitch circle of the worm and the worm wheel.

Abstract: A sensor device includes a first sensor section and a second sensor section, and the first sensor section has sensor elements and an output circuit for generating and transmitting an output signal including signals that respectively correspond to sensing values from the two sensor elements, and the second sensor section has sensor elements and an output circuit for generating and transmitting an output signal including signals that respectively correspond to sensing values from the two sensor elements. The sensor device further includes an ECU that has an abnormality determiner for determining abnormality of the sensor sections, and a calculator, thereby enabling a continuation of abnormality monitoring of a normal sensor section, even when a part of the sensor sections is abnormal.

Abstract: A motor controller includes: a main motor drive circuit configured to control driving of a multi-phase electric motor; a backup motor drive circuit configured to control driving of the multi-phase electric motor, when an abnormality occurs at the main motor drive circuit; and an abnormality diagnosis unit configured to diagnose the abnormality of the main and backup motor drive circuits. In a normal drive state, only the main motor drive circuit is configured to drive the multi-phase electric motor, and in a backup drive state, when the abnormality diagnosis unit diagnoses that the abnormality occurs at the main motor drive circuit as a diagnoses result, a motor current of a phase output unit where the abnormality occurs is cut off, and the phase output unit that has been cut off is replaced with another phase output unit of a same phase in the backup motor drive circuit.

Abstract: A vehicular control apparatus that functions more reliably is provided. A quasi-abnormality control circuit brings one of a clock signal, an internal watchdog signal, and an answer signal into a quasi-abnormal state when an ignition is switched on. A clock determining circuit, an internal watchdog signal determining circuit, and a Q&A watchdog circuit output determination signals, respectively. One of the determination signals corresponds to a monitoring target signal brought into the quasi-abnormal state and indicates an abnormality. A reset signal determining circuit receives the determination signals, and generates a reset signal in accordance with determination results in the determination signals. A quasi-abnormality control circuit switches the monitoring target signal to be brought into the quasi-abnormal state each time the ignition is switched on.

Abstract: A device for the steering assistance of a vehicle combination of a towing vehicle and an attached implement in which the attached implement swivels at a rear coupling point of the towing vehicle. The implement includes wheels that are arranged on opposite sides, which can be acted on by the control of corresponding individual wheel drives, independently of one another, with a drive torque. An electronic control unit applies a yawing moment to the implement by the asymmetrical control of the individual wheel drives in such a way that a transverse force exerted on the towing vehicle through the rear coupling point, builds up in the sense of the attainment of a pre-specified steering behavior of the vehicle combination.

Abstract: A steering system and method is described for a vehicle having steerable front and rear wheels, and a steering input device for receiving manual steering input. Front and rear hydraulic steering devices may be coupled, respectively, to the front and rear wheels. Front and rear valve assemblies may be configured, respectively, to steer the front and rear wheels. In a manual steering mode, the front valve assembly may be disabled with respect to the front steering device, and the front hydraulic steering device may steer the front wheels based upon the manual steering input. In a rear steering assist mode, a rear steering command may be determined based upon the manual steering input, and the rear wheels steered based upon the rear steering command. In an automated steering mode, the front and rear wheels may be automatically steered based upon a target path of travel for the vehicle.

Abstract: A steering apparatus for an automobile according to the exemplary embodiment of the present invention includes: a steering housing in which a steering drive unit, which moves a left tie rod and a right tie rod to the left and right sides, is disposed; a left mounting bracket which is coupled to a left side of the steering housing and coupled to a left lower arm; and a right mounting bracket which is coupled to a right side of the steering housing and coupled to a right lower arm.

Abstract: A steering mechanism intended for use in transport equipment, such as a truck, or a trailer, includes a steering knuckle on both sides of a body of the transport equipment. A king pin is fastened by articulation to the steering knuckles and a wheel of the transport equipment is fastened to each king pins. the steering knuckles being fastened by articulation to the body. The king pins are pivotable with respect to the steering knuckle to which they are fastened. The steering knuckles are pivotable so that when either of the steering knuckles pivots about the respective articulation arranged in the body, the king pin in the pivoting knuckle simultaneously remains un-pivoted with respect to the steering knuckle to which it is fastened. The other steering knuckle simultaneously remains un-pivoted and the king pin therein thus pivots with respect to the steering knuckle to which it is fastened.